Method for achieving and maintaining desired speed on a guideway system

ABSTRACT

A method is provided for controlling operation of a vehicle on a guideway system, wherein the vehicle includes a first element of a linear induction motor and an alternate power source, and the guideway system has an acceleration section including a second element of the linear induction motor, and a computer control system. The method includes utilizing the second element in cooperation with the first element so as to accelerate the vehicle on the acceleration section of the guideway system, and providing speed instructions to the vehicle using the computer control system so as to cause the vehicle to use the alternate power source to maintain a desired cruising speed on a main section of the guideway system.

BACKGROUND OF INVENTION

[0001] 1. Field of the Invention

[0002] The invention relates to a method for achieving and maintaining adesired speed for a vehicle on a guideway system.

[0003] 2. Background Art

[0004] Several automated transportation systems have been proposed fortransporting motor vehicles. U.S. Pat. No. 6,129,025, for example,discloses a transportation At system including a plurality of palletsthat are propelled on a roadway system using linear induction motors,and each pallet may be used to carry a motor vehicle or container.Furthermore, each pallet has a fin that is inserted into a groove in theroadway system for securing the pallets to the roadway system and forinhibiting lane deviation. Motor vehicles equipped with a linearinduction motor element and a fin may also travel on the roadway system.

[0005] Because linear induction motors are used to propel pallets and/ormotor vehicles along the entire roadway system, linear induction motorelements must be installed along the entire length of the roadwaysystem. Consequently, such a roadway system is costly to construct.Furthermore, power plants capable of supplying continuous power to thelinear induction motor elements may also be required, thereby furtherincreasing construction costs as well as operating costs.

SUMMARY OF INVENTION

[0006] The present invention addresses the shortcomings of the prior artby providing an improved method of propelling a vehicle on an automatedroadway system or guideway system. The method involves utilizing one ormore linear induction motors to accelerate the vehicle, and providingspeed instructions to the vehicle so as to cause the vehicle to use analternate power source to maintain a desired cruising speed on theguideway system.

[0007] More specifically, a method is provided for controlling operationof a vehicle on a guideway system, wherein the vehicle includes a firstelement of a linear induction motor and an alternate power source, andthe guideway system has an acceleration section including a secondelement of the linear induction motor, and a computer control system.The method includes utilizing the second element in cooperation with thefirst element so as to accelerate the vehicle on the accelerationsection of the guideway system; and providing speed instructions to thevehicle using the computer control system so as to cause the vehicle touse the alternate power source to maintain a desired cruising speed on amain section of the guideway system.

[0008] Because the alternate power source of the vehicle is used tomaintain the desired cruising speed along the main section of thequideway system, construction and operating costs of the guideway systemmay be reduced compared with prior automated transportation systems.Furthermore, because the linear induction motor may be used to partiallyor fully accelerate the vehicle on the guideway system, the alternatepower source of the vehicle may be appropriately sized to efficientlymaintain the desired cruising speed on the main section of the guidewaysystem.

[0009] These and other objects, features and advantages of the inventionare readily apparent from the following detailed description of thepreferred embodiments for carrying out the invention when taken inconjunction with the accompanying drawings.

BRIEF DESCRIPTION OF DRAWINGS

[0010]FIG. 1 is a schematic view of a transportation system according tothe invention, including a guideway system having one or more guidewaylanes;

[0011]FIG. 2 is a schematic view of a guideway entrance of the guidewaysystem;

[0012]FIG. 3 is a schematic view of a guideway exit of the guidewaysystem;

[0013]FIG. 4 is an enlarged view of a portion of the guideway entranceof FIG. 2 showing guidance paths of the guideway entrance;

[0014]FIG. 5 is a schematic view of two guideway lanes of the guidewaysystem, and cross-over lanes extending between the guideway lanes;

[0015]FIG. 6 is a schematic cross-sectional view of two guideway lanesof the guideway system;

[0016]FIG. 7 is a plan view of a vehicle of the transportation systemfor use on the guideway system;

[0017]FIG. 8 is a side view of the vehicle of FIG. 7;

[0018]FIG. 9 is a front view of a tire for use with a vehicle of thetransportation system;

[0019]FIG. 10 is a schematic plan view of a vehicle of thetransportation system;

[0020]FIG. 11 is a schematic view of guideway lanes and cross-over lanesof the guideway system, showing alternate embodiments of guidance pathsof the guideway system;

[0021]FIG. 12 is a schematic view of a portion of a guideway entrance ofthe guideway system showing alternative embodiments of guidance paths ofthe guideway entrance;

[0022]FIG. 13 is a schematic cross-sectional view of the guideway systemshowing additional features of the guideway system, such as power cableassemblies for providing power to vehicles on the guideway system;

[0023]FIG. 14 is a schematic view of a portion of the guideway systemshowing a plurality of power generators connected to cable segments ofthe power cable assemblies;

[0024]FIG. 15 is a schematic view of a vehicle of the transportationsystem, wherein the vehicle has a transformer for receiving power fromthe power cable assemblies;

[0025]FIG. 16 is a top view of the transformer and a power cableassembly, which includes a plurality of cable segments;

[0026]FIG. 17 is a cross-sectional view of the transformer of FIG. 16taken along line 17-17 and viewed in the direction of the arrows;

[0027]FIG. 18 is a cross-sectional view of the transformer of FIG. 16taken along line 18-18 and viewed in the direction of the arrows;

[0028]FIG. 19 is an enlarged view of a portion of FIG. 18 showing afirst embodiment of one cable segment;

[0029]FIG. 20 is an enlarged view of a portion of FIG. 18 showing asecond embodiment of the cable segment; and

[0030]FIG. 21 is an enlarged view of a portion of FIG. 18 showing athird embodiment of the cable segment.

DETAILED DESCRIPTION

[0031]FIGS. 1 through 3 show an automated transportation system 10according to the invention. The transportation system 10 includes aguideway system 12 and a plurality of motor vehicles 14 configured totravel on the guideway system 12. The guideway system 12 includes one ormore guideways 16 for transporting vehicles 14 in a particulardirection. Each guideway 16 may include one or more main sections suchas guideway lanes 18. Each guideway 16 also includes, at periodicintervals, crossover sections such as crossover lanes 20 extendingbetween two guideway lanes 18, and terminals 22 for connecting theguideway lanes 18 to conventional roads 24, such as highways, surfacestreets, etc.

[0032] Each terminal 22 may include, for example, a guideway entrance 26and/or a guideway exit 28. Each guideway entrance 26 includes one ormore entrance lanes 30 extending from one or more roads 24, and aninspection station 32 for receiving vehicles 14 from the entrance lanes30. At each inspection station 32, vehicles 14 may be automaticallyinspected, as explained below in greater detail, to ensure that thevehicles 14 are suitable for travel on the guideway system 12.

[0033] Each guideway entrance 26 also includes an acceleration sectionsuch as an acceleration lane 34 extending between a particularinspection station 32 and one or more guideway lanes 18. Eachacceleration lane 34 may include one or more elements of a linearinduction motor for accelerating vehicles 14, as explained below indetail.

[0034] In the embodiment shown in FIG. 2, for example, the accelerationlane 34 includes an active primary element 36 of a linear inductionmotor. The primary element 36 may include, for example, an iron oramorphous steel core wound with copper wire in a three-phaseconfiguration, thereby forming windings. The primary element 36 may alsobe electrically connected to a linear induction motor control system 38,which controls operation of the primary element 36 as explained below indetail.

[0035] Each guideway entrance 26 may also include an aborted mergedeceleration section or lane 40 extending from an acceleration lane 34for receiving vehicles 14 that are not able to merge onto a guidewaylane 18. Each aborted merge deceleration lane 40 may be provided withone or more elements of a linear induction motor for deceleratingvehicles 14, as explained below in detail. For example, in theembodiment shown in FIG. 2, the aborted merge deceleration lane 40includes an active primary element 42 of a linear induction motor, andthe primary element 42 is also electrically connected to the linearinduction motor control system 38 of the guideway entrance 26.

[0036] Referring to FIG. 3, each guideway exit 28 includes one or moredeceleration sections such as deceleration lanes 44 disposed between aguideway lane 18 and one or more exit lanes 46. Each deceleration lane44 may be provided with one or more elements of a linear induction motorfor decelerating vehicles 14, as explained below in detail. For example,in the embodiment shown in FIG. 3, the deceleration lane 44 includes anactive primary element 48 of a linear induction motor, and the primaryelement 48 is electrically connected to a linear induction motor controlsystem 50 of the guideway exit 28.

[0037] Each guideway exit 28 may also include an inspection station 52disposed between one or more deceleration lanes 44 and one or more exitlanes 46. At each inspection station 52, vehicles 14 may beautomatically inspected to ensure that the vehicles 14 are suitable fortravel on roads 24.

[0038] The exit lanes 46 preferably extend to one or more roads 24. Asshown in FIG. 3, for example, the exit lanes 46 may merge togetherbefore connecting to a road 24.

[0039] At any point where two lanes 18, 20, 34, 40 and 44 diverge fromeach other, each guideway 16 may also include an errant vehicle capturearea 53. Such capture areas 53 are configured to absorb kinetic energyfrom vehicles 14 that have strayed off a particular lane 18, 20, 34, 40or 44 so as to slow the vehicles 14. The capture areas 53 may includeany suitable material that is arranged in any suitable configuration.

[0040] For example, the capture areas may include energy absorbing foambumpers.

[0041] Referring to FIG. 1, each guideway 16 is divided along its lengthinto control cells 54 whose boundaries may be defined by crossover lanes20 and/or terminals 22. For example, a cell 54 may begin just before oneguideway exit 28, and end just before a crossover lane 20. As anotherexample, a cell 54 may begin just before one crossover lane 20, and endjust before another crossover lane 20. As yet another example, a cell 54may include one or more crossover lanes 20 and/or one or more terminals22. Alternatively, boundaries of the cells 54 may be based onpredetermined lengths or other characteristics of the guideway system12.

[0042] Each cell 54 has a computer control system for monitoring andcontrolling traffic flow within the control cell 54. The computercontrol system may include, for example, one or more cell computers suchas cell controllers 56. In the embodiment shown in FIG. 1, each cell 54includes one cell controller 56, and the cell controllers 56 are incommunication with each other for exchanging information with eachother. Alternatively, one or more computers or controllers may monitorand control traffic flow within multiple cells.

[0043] Each cell controller 56 determines which guideway lane or lanes18 traffic will be routed to upon entering the corresponding cell 54,and each cell controller 56 responds to any emergencies withinboundaries of the corresponding cell 54. Traffic is normally containedin one guideway lane 18 only of a particular cell 54, though theparticular guideway lane 18 in use may vary from one cell 54 to the nextcell 54, depending upon such circumstances as ongoing maintenance and/orblockage of a guideway lane 18 by an inoperative vehicle 14. Trafficmay, however, travel on more than one guideway lane 18 within aparticular cell 54. For example, if the capacity of a single guidewaylane 18 is exceeded, traffic may be divided between two or more guidewaylanes 18. Furthermore, if a cell 54 contains a terminal 22, thecorresponding cell controller 56 controls merging and/or diverging ofentering and/or exiting vehicles 14.

[0044] Each cell 54 may also include one or more sensors 58 incommunication with the cell controllers 56 for monitoring traffic flowand for providing input to the cell controllers 56. Furthermore, eachcell 54 may include one or more communication devices, such as radiotransceivers 60, for allowing the cell controllers 56 to communicatewith the vehicles 14, as explained below in detail.

[0045] The guideway system 12 may also include one or more centralcontrollers 62 that are in communication with the cell controllers 56.

[0046] Each guideway 16 may further include one or more guidance pathsthat are used to control steering of vehicles 14, as explained below indetail. In the embodiment shown in FIGS. 4 and 5, for example, eachguideway lane 18, crossover lane 20, acceleration lane 34 and abortedmerge deceleration lane 40 is provided with two separate, redundantguidance paths 64. Similarly, each deceleration lane 44 of the guidewayexits 28 may also be provided with two separate, redundant guidancepaths 64. One of the guidance paths 64 may also be interrupted proximateto junctions of the lanes 18, 20, 34, 40 and 44. Each guidance path 64may have any suitable configuration and comprise any suitable material.For example, each guidance path 64 may be a continuous strip of metal,wire or paint. As another example, each guidance path 64 may include aplurality of separate guidance elements arranged in a line.

[0047] In one embodiment of the invention, each guideway 16 is oflightweight construction. For example, as shown in FIG. 6, each guidewaylane 18 may include two narrow tire strips 66, which support tires ofthe vehicles 14, and an open gridwork 68 disposed in a gap between thetire strips 66. Alternatively, as another example, the gap between thetire stripe 66 may remain as open space.

[0048] The tire strips 66 may be made of any suitable material such asconcrete. Each tire strip 66 may also include one or more of theguidance paths 64 described above in detail. Furthermore, each tirestrip 66 may include a heating element 70 for heating the tire strip 66to thereby remove snow and ice, or to dry the tire strip 66 after a rainevent. Each heating element 70 may be any suitable type of heatingelement, such as an electric element, hot water or steam tube, etc.

[0049] Each guideway lane 18 may also include curved, verticallyextending side walls 72 that define outer boundaries of the guidewaylane 18. One of the walls 72 is eliminated, however, at locations wherea particular guideway lane 18 joins a crossover lane 20, accelerationlane 34, or deceleration lane 40 and 44. At locations where walls 72 areeliminated, the guideway system 12 may be provided with capture areas 53described above in detail. The walls 72 are shaped such that if tires ofa vehicle 14 contact a wall 72, the wall 72 will guide the vehicle 14back to the center of a particular guideway lane 18. In addition thewalls 72 serve to keep out pedestrians, animals, and debris.

[0050] The guideway lanes 18 may be supported by small pilings 74 thatraise the guideway lanes 18 sufficiently off the ground so that watercan run off the tire strips 66 without accumulating on the guidewaylanes 18. With such a configuration, snow may also be easily clearedsuch as by using automated vehicles having plows or snow throwersattached thereto. Alternatively, the guideway lanes 18 may be at groundlevel, with drainage provided in the area between the tire strips 66.

[0051] Advantageously, the guideways 16 may be located along primaryand/or secondary highways. Depending upon the construction of suchhighways, the guideways 16 may occupy buffer areas on the sides ofhighways and/or central medians of divided highways. In the embodimentshown in FIGS. 1 through 3, the guideways 16 are positioned in a centralmedian 76. The guideways 16 may even be fastened to vertical walls ofsub-surface highways in, for example, urban areas. Another possiblelocation for the guideways 16 is along abandoned railways.

[0052] The width of each guideway 16 may be minimized, so as to easeplacement incongested areas. For example, the total width of theguideway 16 shown in FIG. 6 may be about 3.7 m (12.1 feet), i.e., thewidth of a single expressway lane. In areas where cross streets or lackof space makes a ground or near-ground level installation infeasible,each guideway 16 may be elevated sufficiently to allow vehicle trafficto pass beneath the guideways 16. Alternatively, the guideways 16 mayinclude guideway lanes having any suitable configuration and comprisingany suitable materials.

[0053] Referring to FIGS. 7 and 8, details of the vehicles 14 will nowbe provided. While the vehicles 14 may have any suitable configuration,each vehicle 14 preferably has a streamlined, narrow body 78. Forexample, the width of the body 78 may be in the range of 120 to 150 cm.Such a configuration provides superior aerodynamic characteristics, andalso enables each vehicle 14 to be used on a guideway lane 18 having anarrow configuration. Each vehicle 14 may also have one or morepermanent or deployable shrouds, such as shroud 81, and/or curved frontand rear ends 80 and 82, respectively, to enhance streamlining whenmultiple vehicles 14 travel in a closely spaced arrangement, which maybe referred to as a platoon. Shroud 81 is shown in a stowed position inFIG. 7 and a deployed position in FIG. 8.

[0054] Magnetic or mechanical coupling devices may also be provided atfront and rear ends 80 and 82, respectively, of each vehicle 14 forphysically locking together multiple vehicles 14 to form a platoon. Forexample, each vehicle 14 may be provided with a movable coupling device83 at the front end 80, and a mating fixed coupling device 84 at therear end 82. Furthermore, the coupling device 83 may be mounted on amovable portion of the body 78, such as front bumper 85, which may beconnected to a main portion of the body 78 with extendible dampers 86,such as hydraulic dampers. Such dampers 86 serve to absorb the shock ofcontact when a following vehicle 14 approaches and couples to a leadingvehicle 14. The bumpers 85 and dampers 86 can also be extended duringoperation on conventional roads 24 so as to absorb energy in the eventof a frontal collision. The coupling device 83 may be attached to afixed portion of the body 78, such as a rear bumper or vehicle frame.

[0055] Each vehicle 14 also includes an alternate power source 87, whichis supported by body 78, for propelling the vehicle 14 along roads 24and/or along the guideway lanes 18, as explained below in detail. Thepower source 87 may be, for example, an internal combustion engine, anelectric motor, fuel cell, or any other suitable power source. Eachvehicle 14 further includes a primary or secondary element of a linearinduction motor. In the embodiment shown in FIG. 8, the vehicle 14includes a secondary element 88 of a linear induction motor, and thesecondary element 88 is supported by a spring actuator 89 that isattached to the body 78. Alternatively, the secondary element 88 may befixed to the body 78 or otherwise supported by the body 78. While thesecondary element 88 may have any suitable configuration, in theembodiment shown in FIG. 8, the secondary element 88 is a thin,iron-backed aluminum reaction plate.

[0056] Each vehicle 14 may also be provided with an air scoop 90 fordrawing air upwardly through the gridwork 68 and/or gap between the tirestrips 66 of the guideway 12. Advantageously, air collected by the airscoop 90 may be used to cool the power source 87 and/or other componentsof the vehicle 14.

[0057] In the embodiment shown in FIG. 7, the vehicle 14 has front andrear seats 92 and 94, respectively. The front seat 92 is rotatable sothat when the vehicle 14 is on the guideway system 12, two occupants canface each other, or so that the front occupant may work at a mobileoffice.

[0058] Each vehicle 14 is also preferably relatively light, having amass in the range of about 600 to 900 kg. Alternatively, the vehicles 14may have any suitable mass.

[0059] While the vehicles 14 may include any suitable tires, eachvehicle 14 may include dual-mode pneumatic tires 96, an example of whichis shown in FIG. 9. Each tire 96 has three or more air chambers, such asinner and outer chambers, 98 and 100, respectively, and a center chamber1 02 disposed between the inner and outer chambers 98 and 100,respectively. During guideway operation, the center chamber 102 isinflated to a higher pressure than the inner and outer chambers 98 and 100, respectively, thereby providing precise handling and efficientoperation on the smooth, straight guideway lanes 18. The other twochambers 98 and 100 provide redundancy in case of failure of the centerchamber 102. When operated on conventional roads, the pressure in thecenter chamber 102 may be reduced to that of the other two chambers 98and 100.

[0060] Referring to FIG. 10, each vehicle 14 may also include a steeringsystem 104 that is configured to steer the vehicle 14 with electricalsignals such that there is no physical connection between a steeringwheel of the vehicle 14 and a steering gear. With such a configuration,the steering wheel may be collapsed out of the way to provide moreinterior space while on the guideway system 12. Each vehicle 14 may alsobe provided with a mechanical stop 106 that is energized while thevehicle 14 is on the guideway system 12. Such a mechanical stop 106 mayinhibit or prevent front wheels of a vehicle 14 from turning more than asmall, predetermined angle with respect to a longitudinal axis 107 ofthe vehicle 14 under any failure mode. This angle, which preferablycorresponds to the maximum design steering angle required for thevehicle 14 to navigate curves in the guideway system 12, is typically nomore than a few degrees.

[0061] Each vehicle 14 is preferably, but not necessarily, capable offull computer-controlled operation while on the guideway system 12. Asshown in FIG. 10, each vehicle 14 may be provided with a vehiclecomputer 108 that is in communication with a power source 87, a steeringsystem 104 and a brake system 109 of the vehicle 14. Each vehiclecomputer 108 may communicate with the cell controllers 56 so as tocontrol vehicle operation. For example, each vehicle 14 may include acommunication device, such as a radio transceiver 110, that is incommunication with a respective vehicle computer 108, and is configuredto communicate with the radio transceivers 60 of the cells 54 so thatthe cell controllers 56 can exchange information with the vehiclecomputers 108. Alternatively, the vehicle computers 108 may communicatewith the controllers 56 in any suitable manner.

[0062] In addition, each vehicle 14 may be provided with suitablesensors in communication with a corresponding vehicle computer 108 fordetecting other vehicles 14 and/or for sensing various features of theguideway system 12. For example, each vehicle 14 may include aforward-looking sensor system 112 and a downward-looking sensor system114. The forward-looking sensor system 112 includes one or more sensorsthat are used to sense for the presence of other vehicles on theguideway system 12. The downward-looking sensor system 114 may include,for example, two guidance sensors 116, such as inductive or magneticsensors, that sense guidance paths 64 of the guideway system 12.Preferably, but not necessarily, the sensors 116 may operate in a nulldetecting mode so as to provide optimum sensitivity. Output from thesensors 116 of a particular vehicle 14 is provided as input to thevehicle computer 108 of the vehicle 14, and the vehicle computer 108uses this input to control the steering system 104 of the vehicle 14 soas to track one or both of the guidance paths 64. Each vehicle 14 mayalso be provided with a transverse-looking sensor system 118 thatincludes two sensors that monitor the distance to the walls 72 so as toprovide additional positional redundancy.

[0063] Each vehicle 14 may also be provided with a data recorder 120that records operation parameters of the vehicle 14 while the vehicle 14is operating on roads 24 and/or the guideway system 12. For example, adata recorder 120 may monitor and record vertical acceleration events ofa particular vehicle 14.

[0064] Operation of the transportation system 10 will now be describedin detail. Referring to FIGS. 2 and 10, vehicles 14 may enter theguideway system 12 at guideway entrances 26. Prior to entering aparticular guideway entrance 26 from a road 24, the driver of a vehicle14 may use the vehicle computer 108 and radio transceiver 110 tocommunicate a desired exit point to the cell controller 56 associatedwith the guideway entrance 26. The cell controller 56 may then check thestatus of deceleration lanes 44 and/or exit lanes 46 associated with aguideway exit 28 at the desired exit point. If congestion is predicted,based on such factors as the present volume in the deceleration lanes 44and/or exit lanes 46 at the exit point, destinations of vehicles 14 enroute, and traffic on adjoining roads 24 at the exit point, the cellcontroller 56 may give the driver the choice of (1) entering theguideway system 12 and waiting at the guideway entrance 26 untilcongestion has decreased or (2) selecting an alternative, non-congestedexit point so that the vehicle 14 may be launched onto a guideway lane18 immediately.

[0065] Upon entering the guideway entrance 26, control of the vehicle 14is passed over to the cell controller 56 at any suitable point, such asprior to the inspection station 32. The vehicle 14 may be then beautomatically routed to the inspection station 32, where the vehicle 14is given a safety inspection to verify operation of various systems ofthe vehicle 14, such as steering system 104, vehicle computer 108,and/or brake system 109. The tires 96 of the vehicle 14 may also beproperly inflated at the inspection station 32. The cell controller 56associated with the guideway entrance 26 may also communicate with thedata recorder 120 of the vehicle 14 so as to obtain information aboutthe vehicle 14, as well as operating history. The vehicle 14 may thenwait at the inspection station 32 until the cell controller 56 is readyto launch the vehicle 14 onto a guideway lane 18. If a vehicle 14 doesnot meet requirements for travel on a guideway lane 18, the vehicle 14may be routed to a failed inspection lane 122. Such a vehicle 14 maythen return to the road 24, or return to the entrance of the inspectionstation 32 to attempt to correct any deficiencies.

[0066] For aerodynamic and carrying capacity reasons, vehicles 14 maytravel in platoons on the guideway lanes 18. Platoons may have an uppersize limit, such as ten vehicles 14, and are preferably separated fromone another by large distances, such as 150 m to 300 m. If a platoonthat is less than a predetermined maximum size is passing when thevehicle 14 is ready to be launched, the vehicle 14 will be launched atthe proper time to join the rear of the platoon. If the passing platoonis at the maximum size, the platoon may split in two and the vehicle 14may join the rear of the following platoon.

[0067] If there is no platoon currently passing, the vehicle 14 maystill be launched alone or with other vehicles. The cell controller 56may also determine time t_(p) since the previous platoon (leadingplatoon) passed and time t_(n) until the next platoon (followingplatoon) will pass, based on one or more sensors 58 located somedistance back of the guideway entrance 26. The cell controller 56 thencalculates control parameters t_(p)/t_(pc) and t_(n)/t_(nc), wheret_(pc) and t_(nc) are threshold times that respectively depend on thelengths of the leading and following platoons, and on the number ofvehicles 14 ready to be launched from the guideway entrance 26. Ifeither control parameter is less than 1, the cell controller 56 mayprovide instructions to one or more vehicles 14 so as to control vehiclespeed. For example, if control parameter t_(p)/t_(pc) is less than 1,the cell controller 56 may instruct the lead vehicle 14 of the leadingplatoon to slow down. As another example, if control parametert_(n)/t_(nc) is less than one, the cell controller 56 may instruct oneor more recently launched vehicles 14 to slow down so that the recentlylaunched vehicle(s) 14 may join the following platoon.

[0068] Alternatively, vehicles 14 may travel alone or be combined intoplatoons in any suitable manner. For example, if one or more vehicles 14leave a particular platoon and exit the guideway system 12, then one ormore recently launched vehicles 14 may engage the platoon.

[0069] Furthermore, vehicles 14 may enter the guideway system 12 and belaunched onto a particular guideway lane 18 without coming to a completestop before entering the guideway lane 18. Under this scenario, vehicles14 may be inspected at an inspection station 32 while the vehicles 14are moving. Alternatively, vehicles 14 may come to a complete stop priorto entering a particular guideway lane 18. For example, a particularvehicle 14 may need to wait until a suitable gap is present to receivethe vehicle 14. As another example, a vehicle 14 may need to stop at aninspection station 32 in order to have tires 96 of the vehicle 14inflated.

[0070] Referring to FIGS. 2, 4 and 10, an example launch process willnow be described in detail. First, if a particular guideway entrance 26is configured to launch vehicles onto more than one guideway lane 18,the cell controller 56 associated with the guideway entrance 26determines onto which guideway lane 18 a particular vehicle 14 will belaunched. When the cell controller 56 is ready to launch the vehicle 14onto a particular guideway lane 18, such as right guideway lane 18 shownin FIG. 4, the cell controller 56 controls operation of the vehicle 14,by providing instructions to the vehicle 14, so as to route the vehicle14 to an acceleration lane 34. The cell controller 56 may then instructthe vehicle computer 108 to automatically lower the secondary element 86of the vehicle 14. Alternatively, magnetic attraction between theprimary element 36 of the acceleration lane 34 and the secondary element88 may urge the secondary element 86 toward the primary element 36. Asyet another alternative, the primary element 36 may be raised above thetire strips 66 of the acceleration lane 34, so that the primary element36 will be in close proximity to the secondary element 88. The gapbetween the secondary element 88 and the primary element 36 ispreferably as small as possible, such as 10 to 20 millimeters.Alternatively, the gap between the secondary element 88 and the primaryelement 36 may be any suitable distance.

[0071] Next, the cell controller 56 senses the right guideway lane 18,using one or more sensors 58, for the presence of a suitable gap intraffic flow for receiving the vehicle 14 from the acceleration lane 34.Alternatively, the cell controller 56 may cause vehicles 14 on the rightguideway lane to move relative to one another to create a suitable gap.The cell controller 56 then automatically determines when to beginacceleration of the vehicle 14 and at what rate to accelerate thevehicle 14 so that the vehicle 14 will reach a merge point on the rightguideway lane 18 at the same time as the gap in traffic flow.

[0072] Next, the cell controller 56 may control operation of the powersource 87 of the vehicle 14 so as to accelerate the vehicle 14 on theacceleration lane 34. For example, the cell controller 56 may provideacceleration instructions to the vehicle computer 108 so as to cause thevehicle computer 108 to accelerate the vehicle 14 using the power source84.

[0073] The cell controller 56 also energizes the primary element 36, orcauses the primary element 36 to be energized, using power from anysuitable power source, so as to accelerate the vehicle 14 on theacceleration lane 34. For example, the cell controller 56 may provideinstructions to a linear induction motor control system 38 to energizethe primary element 36 using power provided by a utility company and/orusing power provided by a power generator 124, such as a fuel cell ornatural gas power generator, that is part of the transportation system10.

[0074] More specifically, the linear induction motor control system 38may excite windings of the primary element 36 with current in the properphase relationship and frequency, so as to generate a traveling magneticfield or wave. When the secondary element 88 is positioned near theprimary element 36, eddy currents are generated in the secondary elementthereby forming magnetic “image poles”. These magnetic poles, oppositein direction to the traveling wave generated by the primary element 36,interact with the current in the windings to provide a repulsive force,which causes the vehicle 14 to move.

[0075] The speed of the traveling wave may be adjusted to be slightlygreater than the relative speed of the secondary element 88 with respectto the primary element 36. As a result, the magnetic poles induced inthe secondary element 88 move forward along the secondary element 88 ata “slip speed”, typically 5% of the speed differential between thesecondary element 88 and the primary element 36. This results in a netforward thrust on the vehicle 14. Conversely, adjusting the speed of thetraveling wave to be slightly less than the speed of the vehicle 14results in a backward thrust or deceleration. This deceleration approachmay be utilized, for example, with the aborted merge deceleration lanes40 and the deceleration lanes 44.

[0076] The primary element 36 may also be energized in sections and/orthe acceleration lane 34 may be provided with multiple primary elements36 that can be sequentially energized. For example, if the primaryelement 36 includes multiple sections, as the vehicle 14 passes from theend of a first section to the beginning of a second section, theexcitation frequency and phase of the second section are adjusted tomatch that of the first, and the vehicle 14 is accelerated further. Assoon as the vehicle 14 passes to the second section, the excitationfrequency and phase of the first section are adjusted so that the firstsection is ready to accelerate another vehicle. At the end of the lastsection, the vehicle 14 has preferably achieved a speed that isapproximately equal to system speed or cruising speed, which is thespeed maintained by other vehicles 14 on the right guideway lane 18.

[0077] As mentioned above, the secondary element 88 may include analuminum plate with an iron backing. The iron backing provides a lowreluctance return path for the magnetic field, resulting in moreefficient operation, and the iron backing counteracts the repulsiveforce between the two elements 36 and 88. A repulsive force may beundesirable for vehicles 14 that are light, since the repulsive forcemay tend to urge such vehicles upwardly, thereby destabilizing thevehicles.

[0078] After the vehicle 14 has approximately reached cruising speed,cell controller 56 verifies that the expected gap in traffic flow existsat the correct position for the vehicle 14 to merge onto the rightguideway lane 18. The cell controller 56 may check for the presence ofthe gap using a sensor 58 mounted on or near the right guideway lane 18at an appropriate point, such as a point 126 behind the beginning ofmerge portion 128 of the acceleration lane 34. In addition, a sensor onboard the vehicle 14 may be used to pick up an optical signal or othersignal that would be blocked if there were no gap.

[0079] If either check fails to verify the gap, the merge is aborted andthe vehicle 14 will continue straight into the aborted mergedeceleration lane 40, where the vehicle 14 may be decelerated byproperly exciting windings of the primary element 42 of the abortedmerge deceleration lane 40, as described above in detail. During thedeceleration process, the linear induction motor control system 38 mayalso convert kinetic energy from the vehicle 14 to electrical energy,which may be transferred to an energy storage device, such as a flywheel130. This energy may then be reused to energize the primary element 36during another acceleration event.

[0080] If the gap is present and if the vehicle 14 will reach the mergepoint at the same time as the gap, then the cell controller 56 controlsor otherwise influences operation, either directly or indirectly, of thesteering system 104 of the vehicle 14 so as to route the vehicle 14 tothe merge point. For example, referring to FIGS. 3 and 4, the cellcontroller 56 may instruct the vehicle 14 to follow one of the guidancepaths 64, such as left guidance path 64, that leads to the merge portion128 of the acceleration lane 34, and/or to not follow the other guidancepath 64, such as right guidance path 64, that leads to the aborted mergedeceleration lane 40. More specifically, the cell controller 56 mayinstruct the vehicle computer 108 to ignore or otherwise disregard inputfrom right sensor 116, which corresponds to the right guidance path 64.Alternatively, the cell controller 56 may instruct the vehicle computer108 to temporarily deactivate the right sensor 116. Instructionsprovided by the cell controller 38 to the vehicle 14 that effectoperation of the steering system 104, or otherwise control guidance ofthe vehicle 14, may be referred to as guidance instructions.

[0081] Once the vehicle 14 is on the merge portion 128, the cellcontroller 56 may provide real time instructions to the vehicle 14 tore-activate or otherwise respond to the right sensor 116 so as to followthe right guidance path 64 of the merge portion 128, which leads to theright guideway lane 18. Furthermore, the cell controller 56 may providereal time instructions to the vehicle 14 to ignore or otherwisedisregard input from the left sensor 116. Alternatively, the mergeportion 128 may include one or more embedded codes 1 32 that provide theabove instructions to the vehicle 14, or that trigger the vehicle 14 toimplement instructions previously received from the cell controller 56.

[0082] Once the vehicle 14 has successfully merged onto the rightguideway lane 18, cell controller 56 may provide real time instructionsto the vehicle 14 to re-activate or otherwise respond to the left sensor116. Alternatively, the guideway lane 18 or other portion of theguideway system 12 may include one or more embedded codes 132 thatprovide instructions to the vehicle 14 to re-activate or otherwiserespond to the left sensor 116. As yet another alternative, the embeddedcode or codes 132 may act as triggers for causing the vehicle 14 toimplement instructions previously received from the cell controller 56.For example, as part of the launch process, the cell controller 56 mayinstruct the vehicle computer 108 to re-activate or otherwise respond toa particular sensor 116 after the vehicle 14 senses a particularembedded code or codes 132.

[0083] Each embedded code 132 may be disposed in and considered part ofone of the guidance paths 64. Furthermore, each embedded code 132 maybe, for example, a digital code, numeric code, alphanumeric code, or anyother suitable code. An embedded code 132 can be formed, for example, byalternating two types of guidance elements 138 and 140 in apredetermined pattern, or by varying the spacing between successiveguidance elements 138 or 140 of a single type.

[0084] If, on the other hand, the cell controller 56 desires to mergethe vehicle 14 onto left guideway lane 18 shown in FIG. 4, then thevehicle 14 must cross over right guideway lane 18 and continue on mergeportion 128 until the vehicle 14 reaches left guideway lane 18. As thevehicle 14 crosses over right lane 18, the vehicle 14 may continuefollowing left guidance path 64 of merge portion 128. As shown in FIG.4, however, there may be an interruption in left guidance path 64 ofmerge portion 128. In such a case, the vehicle 14 may be programmed orotherwise instructed to only respond to guidance elements of a guidancepath 64 that are spaced a certain distance apart. As a result, byproperly spacing guidance elements of the guidance paths 64, the vehicle14 will disregard any guidance elements of the left guidance path 64 ofthe right guideway lane 18, and will continue on the merge portion 128.As another example, left guidance path 64 of merge portion 128 mayinclude a first type of guidance elements, left guidance path 64 ofright guideway lane 18 may include a second type of guidance elementsdifferent than the first type, and the vehicle 14 may be programmed orotherwise instructed to follow only the fist type of guidance elementsso that the vehicle 14 will remain on the merge portion 128. Aftercrossing over the right guideway lane 18, the vehicle 14 may becontrolled in a similar manner as described above so as to route thevehicle onto the left guideway lane 18.

[0085] The cell controller 56 also preferably controls or otherwiseinfluences operation of the power source 87, either directly orindirectly, so as to maintain the desired cruising speed for the vehicle14 when the vehicle 14 is on a particular guideway lane 18. For example,the cell controller 56 may provide speed instructions to the vehiclecomputer 108 to maintain the desired cruising speed, or some otherspeed, and the vehicle computer 108 may then control operation of thepower source 87 so as to maintain such speed. While the cruising speedmay be established as any suitable speed, in one embodiment of theinvention, the cruising speed is at least 240 kilometers per hour. Asthe vehicle 14 passes to the next cell 54, the cell controller 56 of thenext cell 54 may be used to control operation of the vehicle 14.

[0086] Guidance of vehicles 14 on the guideway system 12 will now bedescribed in detail. Referring to FIG. 5, as vehicles 14 travel on aparticular guideway lane 18, the vehicles 14 track one or both of theguidance paths 64. If there is a need to shift a vehicle 14 from theguideway lane 18 to another guideway lane 18 (e.g., in case of blockageof the guideway lane), a cell controller 56 may be used to provide oneor more instructions to the vehicle 14 that are executable upon thevehicle 14 detecting one or more triggers, such as embedded codes 132,of the guideway system 12.

[0087] For example, if the cell controller 56 desires to move thevehicle 14, shown in FIG. 5, from the left guideway lane 18 to the rightguideway lane 18 at crossover lane 20, the cell controller 56 mayprovide the vehicle 14 instructions to crossover when the vehicle 14reaches the crossover lane 20. Such instructions may be referred to ascrossover instructions. Normally, in the case of scheduled maintenanceof right guideway lane 18 for example, the crossover instructions may begiven to the vehicle 14 when the vehicle 14 first enters the guidewaysystem 12, such as at an inspection station 32. Alternatively, in caseof an emergency for example, crossover instructions may be transmittedto the vehicle 14, such as through radio transceivers 60, at the timethe emergency is detected.

[0088] The crossover instructions may include a series of instructionsthat are executable by vehicle computer 108 of the vehicle 14, or thecrossover instructions may include one or more instructions that directthe vehicle 14 to implement one or more other instructions that arepre-programmed into vehicle computer 108. More specifically, thecrossover instructions may include the following four instructions: (1)deactivate or otherwise disregard left sensor 116 upon detecting one ormore embedded codes 132 located prior to crossover lane 20 leading toright guideway lane 18; (2) reactivate or otherwise respond to leftsensor 116 and deactivate or otherwise disregard right sensor 116 upondetecting one or more embedded codes 132 located on the crossover lane20; (3) reactivate or otherwise respond to right sensor 116 anddeactivate or otherwise disregard left sensor 116 upon detecting one ormore embedded codes 132 located on right guideway lane 18 just after thecrossover lane 20 that leads to right guideway lane 18; and (4)reactivate or otherwise respond to left sensor 116 upon detecting one ormore embedded codes 132 located on right guideway lane 18.Alternatively, the crossover instructions may include an instruction orinstructions to implement a protocol that includes the above fourinstructions, for example, and that is preprogrammed into the vehiclecomputer 108.

[0089] Upon executing the first instruction, the vehicle 14 will trackright guidance path 64 and pass onto crossover lane 20. Upon executingthe second instruction, the vehicle 14 will track left guidance path 64and travel onto a portion of right guideway lane 18 located between thetwo crossover lanes 18 shown in FIG. 5. Upon executing the thirdinstruction, the vehicle 14 will track right guidance path 64 so as toremain on right guideway lane 18 and avoid the other crossover lane 20shown in FIG. 5. Finally, upon executing the fourth instruction, thevehicle 14 will track both guidance paths 64 of the right guideway lane18.

[0090] Alternatively, cell controller 56 may provide real timeinstructions to vehicle 14, such as through radio transceivers 60, so asto cause the vehicle 14 to track a particular guidance path 64, andthereby route the vehicle 14 to a desired location. For example, cellcontroller 56 may provide real time instructions to the vehicle 14 tocause the vehicle 14 to disregard a particular sensor 116, or to respondto a particular sensor 116. Under this scenario, embedded codes are notneeded to trigger implementation of the instructions.

[0091] As yet another alternative, embedded codes 132 of the guidewaylanes 18 may be configured to provide instructions to vehicle 14regarding operation of steering system 104, vehicle computer 108 and/orsensors 116. For example, after vehicle 14 has entered the rightguideway lane 18 and has passed the entrance to the crossover lane 20leading to the left guideway lane 18, an embedded code 132 may instructthe vehicle 14 to activate or otherwise respond to left sensor 116.Similarly, embedded codes 132 may be used to instruct the vehicle 14 todeactivate or otherwise disregard a particular sensor 116.

[0092] Guidance of vehicles 14 at guideway exits 28 may be carried outin a similar manner. Furthermore, deceleration of vehicles 14 on thedeceleration lanes 44 may be carried out in a similar manner asdescribed above with respect to the aborted merge deceleration lanes 40.Each guideway exit 28 may also include an energy storage device 130,such as a flywheel or battery storage arrangement, for storing energyrecovered from the associated deceleration lane or lanes 44. This storedenergy may be used to accelerate vehicles 14 on acceleration lanes 34.Alternatively or supplementally, recovered energy may be delivered to autility company for reuse by other vehicles 14 via bidirectional powerconverters at power stations of the utility company and/or guidewaysystem 12.

[0093]FIG. 11 shows alternative embodiments of the guidance paths,including guideway lane guidance paths 134 and crossover lane guidancepaths 136. As shown in FIG. 11, each guideway lane 18 may include asingle guidance path 134, and each crossover lane 20 may include asingle guidance path 136. Each guidance path 134 may include first andsecond guidance elements, 138 and 140, respectively, and the firstguidance elements 138 may be different than the second guidance elements140. For example, the first guidance elements 138 may each have a firstshape, such as a cross, and the second elements 140 may each have asecond shape, such as a circle. As another example, each first guidanceelement 138 may include a first color, such as red, and each secondguidance element 140 may include a second color, such as black. As yetanother example, each guidance element 138 and 140 may be a magnethaving first and second poles, wherein the first guidance elements 138are arranged such that the first poles point in a first direction, suchas upward, and the second guidance elements 140 are arranged such thatthe first poles point in a second direction, such as downward. Otherexamples include providing the first and second guidance elements 138and 140, respectively, with different magnetic permeability values,electrical conductivity values, and/or magnetic field strengths.

[0094] Alternatively, the first and second guidance elements 138 and140, respectively, may be the same, but the first guidance elements 138may have different spacing than the second guidance elements 140. Forexample, the first guidance elements 138 may be spaced one meter apart,and the second guidance elements 140 may be spaced two meters apart.

[0095] As yet another alternative, the first and second guidanceelements 138 and 140, respectively, may be the same, and the secondguidance elements 140 may be positioned between the first guidanceelements 138 in such a manner that each vehicle 14 will be able todistinguish between the first and second guidance elements 138 and 140,respectively. For example, assigning an arbitrary reference point on aguideway lane 18 as longitudinal position value 0, a guideway laneguidance path 134 may be provided with first guidance elements 138located at positions . . . −4 m, −2 m, 0, 2 m, 4 m, etc. If a crossoverlane guidance path 136 comprising second guidance elements 140 begins todiverge from guideway lane guidance path 134 proximate point 0, theinitial second guidance element 140 may be located at position 1 m, withsuccessive second guidance elements 140 located at positions 3 m, 5 m,etc.

[0096] Each guidance path 136 may only include either the first guidanceelements 138 or the second guidance elements 140 proximate a point ofdivergence of the crossover lane 20 from a guideway lane 18. Preferably,but not necessarily, each crossover lane 20 only includes either thefirst guidance elements 138 or the second guidance elements 140 alongthe entire length of the crossover lane 20. In the embodiment shown inFIG. 11, for example, each guidance path 136 of the crossover lanes 20includes only the first guidance elements 138.

[0097] With the configuration described above, each vehicle 14 may beprovided with a single downward-looking sensor 116, or other suitablesensor, that can sense both the first and second guidance elements 138and 140, respectively. If the guidance elements 138 and 140 are thesame, the sensor 116 in conjunction with a vehicle computer, such asvehicle computer 108, should be able to distinguish between the guidanceelements 138 and 140 based on spacing of the guidance elements 138 and140. Alternatively, each vehicle 14 may be provided with two sensors,one that senses first guidance elements 138, and one that senses secondguidance elements 140.

[0098] A cell controller 56 may then be used to provide instructions,such as crossover instructions, to a particular vehicle 14 to follow thefirst and/or second guidance elements 138 and 140, respectively, tothereby control guidance of the vehicle 14. For example, if the cellcontroller 56 desires to shift the vehicle 14 from left guideway lane 18to right guideway lane 18, the cell controller 56 may provide crossoverinstructions to the vehicle computer 108 of vehicle 14, at a point priorto the crossover lane 20 that leads to the right guideway lane 18, so asto cause the vehicle 14 to disregard the first guidance elements 138 andfollow only the second guidance elements 140. Such crossoverinstructions may be provided in real time, through the radiotransceivers 60 for example, or the crossover instructions may beprovided in such a manner that their implementation is conditioned onthe vehicle 14 detecting one or more triggers, such as embedded codes132, of the guideway system 12.

[0099] Referring to FIG. 11, a more detailed example of crossoverinstructions for shifting the vehicle 14 from the left guideway lane 18to the right guideway lane 18 will now be provided. As described above,the crossover instructions may include a series of instructions that areexecutable by vehicle computer 108 of the vehicle 14. More specifically,the crossover instructions may include, for example, the following twoinstructions: (1) follow second guidance elements 140 upon detecting theembedded code 132 located prior to crossover lane 20 leading to rightguideway lane 18; and (2) follow first guidance elements 138 upondetecting the embedded code 132 located on right guideway lane 18 justafter the crossover lane 20 that leads to right guideway lane 18.

[0100] Alternatively, the crossover instructions may include one or moreinstructions that direct the vehicle 14 to implement one or more otherinstructions that are preprogrammed into vehicle computer 108. Forexample, the crossover instructions may include an instruction orinstructions that direct the vehicle 14 to implement a protocol thatincludes the above two instructions, and that is pre-programmed into thevehicle computer 108.

[0101] The embedded codes 132 may also directly provide guidanceinstructions to the vehicle 14. For example, after the vehicle 14 hasmerged onto the right guideway lane 18 shown in FIG. 11, and has passedthe crossover lane 20 that leads back to the left crossover lane 20, anembedded code 132 of right guideway lane 18 may instruct the vehicle tofollow both guidance elements 138 and 140.

[0102] Similarly, as shown in FIG. 12, each acceleration lane 34 mayinclude an acceleration lane guidance path 142 having first and secondguidance elements 138 and 140, respectively. The merge portion 128 ofeach acceleration lane 34, however, may only include either firstguidance elements 138 or second guidance elements 140 proximate to amain portion 144 of the respective acceleration lane 34. Furthermore,each aborted merge deceleration lane 40 may include an aborted mergedeceleration lane guidance path 146 having either first guidanceelements 138 or second guidance elements 140 proximate a correspondingacceleration lane 34. The guidance path 146 shown in FIG. 12 alsoincludes both guidance elements 138 and 140 starting at a point spacedaway from the acceleration lane 34, so that the guidance path 146 may beused to direct a vehicle 14 onto a return lane 148, which leads back toan inspection station 32, or a road re-entry lane 150, which leads to aroad 24.

[0103] The deceleration lanes 44 and other lanes of the guideway exits28 may also include suitable guidance paths that are configured in asimilar manner as described above, so that vehicles 14 may beeffectively routed off guideway lanes 18.

[0104] Referring to FIGS. 13 and 14, the guideway system 12 may also beconfigured to provide continuous propulsion to vehicles 152 traveling onthe guideway lanes 18, as well as other sections of the guideway system12. For example, each guideway 16 of the guideway system 12 may includeone or more power cable assemblies 154 extending along the guidewaylanes 18, and one or more power generators 156 for supplying power tothe cable assemblies 130. Each cable assembly 154 may include one ormore power cables, such as cable segments 158, and each cable segment158 may be electrically connected to a particular power generator 156 ora power supply station of a utility company. Each cable segment 158 mayhave any suitable length, such as seven to ten kilometers, and thelength may be based on such factors as power density and charging lossesassociated with the cable segments 158. Each cable segment 158 may berigid or flexible and may comprise any suitable conductive material,such as aluminum, copper, and/or a superconductor. Each cable segment158 may also include an insulating layer surrounding the conductivematerial. The cable segments 158 may cooperate to define a continuouspower supply along each guideway lane 18, as well as along othersections of each guideway 16, such as acceleration lanes 34.Alternatively, the cable segments 158 may be spaced apart. With such aconfiguration, the vehicles 152 may operate on stored energy betweencable segments 158.

[0105] Furthermore, each cable segment 158 may be supported by a supportstructure 160, which may be attached to a wall 72, for example. Whilethe cable segments 158 are shown extending along sides of the guidewaylanes 18, the cable segments 158 may be disposed in any suitablelocation, such as above or below the guideway lanes 18.

[0106] In addition, each guideway lane 18 may include a reaction strip162 that is supported by the gridwork 68, or otherwise supported betweenthe tire strips 66. Each reaction strip 162 may be spaced away from thetire strips 66 so as to define gaps 164 therebetween. The gaps 164 areconfigured to allow precipitation to pass through the guideway lanes 18.The tire strips 66 may also be sloped downwardly toward the reactionstrips 162 to facilitate drainage. In addition, each reaction strip 162may include a plurality of holes 166 for allowing precipitation to passthrough the reaction strip 162. The gaps 164 and holes 166 also enableair to pass upwardly through the guideway lanes 18 and into an air scoopof each vehicle 152 so as to cool the vehicles 152.

[0107] Each reaction strip 162 may include one or more secondaryelements of a linear induction motor. For example, each reaction strip162 may include one or more reaction plates 168. While the reactionplates 168 may comprise any suitable material, in the embodiment shownin FIGS. 13 and 14, each reaction plate 168 includes an aluminum plateand an iron backing fixed to the aluminum plate.

[0108] Referring to FIGS. 13 and 15, each vehicle 152 includes one ormore linear induction motor primary elements 169, one or more wheelmotors 170, a power conditioning and control module 171 to activate theprimary elements 169 and/or the wheel motors 170, and one or moretransformers 172, such as toroidal wound transformers and/or coaxialwinding transformers, for supplying power to the power control module171. Switches 173, such as mechanical switches or semiconductorswitches, may be used to switch power from the primary elements 169 tothe wheel motors 170. Each vehicle 152 may also be configured so thatpower may be provided to the primary elements 169 and the wheel motors170 at the same time. Each vehicle 152 may also be provided with wheelmotors 170 on all four wheels so as to provide four wheel drive when,for example, the vehicle 152 is operated on conventional roads 24. Inaddition, each vehicle 152 may include the other features describedabove with respect to the vehicles 14.

[0109] Each transformer 172 may be attached to a respective vehicle 152by a mounting member 174, such as a flexible rod that is configured toallow the transformer 172 to move up and down with respect to a vehiclebody of the vehicle 152. Each transformer 172 is movable along a cableassembly 154, and is configured to cooperate with the cable assembly 154to transfer power to a corresponding power control module 171, as wellas other vehicle components and/or systems such as a cabin HVAC system175 and electronic systems 176. More specifically, as current flowsthrough a particular cable assembly 154, current flow is induced in eachtransformer 172 passing along the cable assembly 154.

[0110] Referring to FIGS. 16 and 17, each transformer 172 includes firstand second layers 178 and 180, respectively, that define alongitudinally extending opening, such as slot 179. The first layer 178may comprise a conductive material, such as copper. The second layer 180may comprise a magnetic material, such as powdered iron and/or ironlaminates. Each transformer 172 also includes two electrical connectingmembers 181, such as tabs, that extend from the first layer 178 and thatare in electrical communication with the power control module 171.Alternatively, each transformer 172 may have any suitable configuration,such as two conductive layers that sandwich an inner magnetic layer.With such a configuration each transformer 172 may be provided with twoelectrical connecting members, with each connecting member extendingfrom a particular conductive layer.

[0111] As shown in FIG. 17, the support structure 160 of the cableassembly 154 may include a first portion 182 made of an insulatingmaterial, such as ceramic, and a second portion 184 that is made of thesame or similar materials as the second layers 180 of the transformers172. The support structure 160 may also include a third portion 186 madeof any suitable material, such as concrete, that has sufficient strengthto support the cable segments 158. The third portion 186 may alsocomprise a flexible material, or otherwise be configured to allow eachcable segment 158 to move in response to movement of one or moretransformers 172 along the cable segments 158.

[0112] Referring to FIGS. 16 and 18, each transformer 172 also includesone or more magnetic pole arrays or magnet arrays 188, such as Halbachmagnet arrays, that create self shielding magnetic fields for aligningthe transformer 172 with respect to a cable segment 158 as thetransformer 172 moves along the cable segment 158, such that the cablesegment 158 is generally centered with respect to the transformer 172.Thus, each transformer 172 may transfer power to a corresponding vehicle152 without physically contacting a cable assembly 154.

[0113] In the embodiment shown in FIGS. 16 and 18, the transformer 172includes two magnet arrays 188, with one magnet array 188 disposed ateach end of the transformer 172. As shown in FIG. 18, each magnet array188 may include eight magnets, such as arcuate magnet segments 190 and191, arranged in a ring. The magnet segment 191 disposed proximate theslot 179 is divided into two portions, such as two halves 192. Eachmagnet segment 190 and 191 has a magnetization vector 193 that points inthe direction of the North pole of the magnet segment 190 or 191.Furthermore, the magnet segments 190 and 191 are arranged so as tocreate a centering magnetic field 194 that aligns the cable segment 158and the transformer 172 with respect to each other, such that the cablesegment 158 and the transformer are generally centered with respect eachother.

[0114] Alternatively, each magnet array 188 may include any suitableeven number of magnet segments, such as two, four, or six magnetsegments, that are arranged in such a manner so as to create aself-shielding, centering magnetic field. Furthermore, if a particulartransformer 172 includes two or more magnet arrays 188, the magnetarrays 188 may be oriented differently so as to improve self-centeringcapabilities of the transformer 172. For example, one magnet array 188may be rotated 45 with respect to another magnet array 118.

[0115] The self-centering effect of the magnet arrays 188 may beachieved or otherwise implemented in a variety of ways. For example,referring to FIG. 19, each cable segment 158 may include a conductivecore 196 made of a conductive material, such as aluminum, copper, and/ora superconductor, and the conductive core 196 may be surrounded by aninsulation layer 198. As the transformer 172 moves along a particularcable segment 158, the magnetic field 194 created by the magnet arrays188 may induce eddy currents i_(i) and i_(o) in the conductive core 196,and the eddy currents i_(i) and i_(o) may exert balanced, radiallyextending repulsive forces F (in FIG. 19, eddy currents i_(i) flow intothe page, and eddy currents i_(o) flow out of the page). The magneticfield 194 cooperates with these repulsive forces F so as to center thetransformer 172 and the cable segment 158 with respect to each other. Itshould be noted that in order to achieve such centering or alignment,the transformer 172 may move with respect to the cable segment 158and/or the cable segment 158 may move with respect to the transformer172.

[0116] As another example, referring to FIG. 20, each cable segment 158may be provided with a steel core 200, which is surrounded by aplurality of conductors 202 and an insulation layer 204. In a mannersimilar to that described above, the magnetic field 194 created by themagnet arrays 188 may induce eddy currents in the steel core 200, andthe eddy currents may exert balanced, radially extending repulsiveforces F. Again, the magnetic field 194 cooperates with these repulsiveforces F so as to center the transformer 172 and the cable segment 158with respect to each other.

[0117] As yet another example, referring to FIG. 21, each cable segment158 may be supplied with high frequency AC current that also includes aDC component. Under this approach, each cable assembly 158 may comprisea plurality of conductors, such as conductors 202, or any of the aboveconfigurations. The DC component may create a DC field 206 that exertsrepulsive forces F when exposed to the magnetic field 194. Again, themagnetic field 194 of each magnet array 188 cooperates with theserepulsive forces F so as to center the transformer 172 and the cablesegment 158 with respect to each other. Because the DC field 206 mayalso exert pairs of attractive forces, the magnet arrays 188 (bothleading and trailing magnet arrays 188) of the transformer 172 may beoriented differently so as to improve centering capabilities of thetransformer 172. For example, the trailing magnet array 188 may berotated 90 with respect to the leading magnet array 188.

[0118] With any of the configurations described above, each vehicle 152may be propelled along a guideway 16 by properly energizing or otherwiseexciting the vehicle's primary element or elements 169 in a mannersimilar to that described above with respect to the primary elements 36.The cell controllers 56 of the guideway system 12 may control propulsionof the vehicles 152 by providing vehicle speed instructions to vehiclecomputers 108. The cell controllers 56 may also control operation of analternate power source 84 of each vehicle 152, so as to achieveadditional propulsion of the vehicles 152 on a guideway 16. Furthermore,guidance of the vehicles 152 may be accomplished in a similar manner asdescribed above for the vehicles 14. The cell controllers 56 may alsocommunicate traffic density information to the power generators 156and/or utility companies, so that the power generators 156 and/orutility companies can supply power sufficient to match anticipatedloading.

[0119] Each acceleration lane 34 may also include a reaction strip 162.Alternatively, each acceleration lane 34 may include a primary element36, such as described above, but the primary element 36 may be energizedor otherwise excited in such a manner so as to function as a linearinduction motor secondary element. With such a configuration, theguideway system 12 may be utilized by both the vehicles 14 and thevehicles 152. As yet another alternative, the guideway system 12 may beprovided with guideway entrances that are configured to propel vehicles14, and guideway entrances that are configured to propel vehicles 152.

[0120] As yet another alternative, each vehicle 152 may include one ormore electric motors, such as wheel motors 170, and each transformer 172may be used to provide power to a respective electric motor or motors.With such a configuration, vehicles 152 may be propelled along theguideway system 12 using the electric motors instead of, or in additionto, the linear induction motors.

[0121] While the best mode for carrying out the invention has beendescribed in detail, those familiar with the art to which this inventionrelates will recognize various alternative designs and embodiments forpracticing the invention as defined by the following claims.

1. A method for controlling operation of a vehicle on a guideway system,wherein the vehicle includes a first element of a linear induction motorand an alternate power source, and the guideway system has anacceleration section including a second element of the linear inductionmotor, and a computer control system, the method comprising: utilizingthe second element in cooperation with the first element so as toaccelerate the vehicle on the acceleration section of the guidewaysystem; and providing speed instructions to the vehicle using thecomputer control system so as to cause the vehicle to use the alternatepower source to maintain a desired cruising speed on a main section ofthe guideway system.
 2. The method of claim 1 wherein providing speedinstructions includes instructing the vehicle to maintain the desiredcruising speed at at least 240 kilometers per hour.
 3. The method ofclaim 1 further comprising providing acceleration instructions to thevehicle using the computer control system so as to cause the vehicle toaccelerate on the acceleration section of the guideway system using thealternate power source.
 4. The method of claim 1 wherein the firstelement is an active primary element, and the second element is areactive secondary element.
 5. The method of claim 1 wherein the firstelement is a reactive secondary element, and the second element is anactive primary element.
 6. The method of claim 1 further comprisingautomatically sensing the main section of the guideway system for thepresence of a suitable gap in traffic flow for receiving the vehiclefrom the acceleration section.
 7. The method of claim 6 furthercomprising providing guidance instructions to the vehicle from thecomputer control system so as to route the vehicle to an aborted mergedeceleration section of the guideway system if a suitable gap is notpresent.
 8. The method of claim 6 further comprising allowing thevehicle to travel to an aborted merge deceleration section of theguideway system if a suitable gap is not present.
 9. The method of claim8 further comprising decelerating the vehicle on the aborted mergedeceleration section using a linear induction motor element of theaborted merge deceleration section.
 10. The method of claim 9 furthercomprising converting kinetic energy from the vehicle to electricalenergy, and supplying the electrical energy to the second element of theacceleration section.
 11. The method of claim 6 further comprisingautomatically providing guidance instructions from the computer controlsystem to a computer of the vehicle so as to route the vehicle to themain section of the guideway system if a suitable gap is present.
 12. Amethod for achieving and maintaining a desired cruising speed for avehicle on a guideway system, wherein the vehicle includes a reactivesecondary element of a linear induction motor and an internal combustionengine, and the guideway system has an acceleration section including anactive primary element of the linear induction motor, a main sectionextending from the acceleration section, and a computer control system,the method comprising: sensing the main section of the guideway systemfor the presence of a suitable gap in traffic flow for receiving thevehicle from the acceleration section; automatically determining when tobegin acceleration of the vehicle so that the vehicle will reach a mergepoint on the main section at the same time as the gap in traffic flow;providing acceleration instructions from the computer control system tothe vehicle so as to cause the vehicle to accelerate on the accelerationsection of the guideway system using the engine; energizing the primaryelement of the linear induction motor so as to further accelerate thevehicle on the acceleration section, thereby approximately achieving thedesired cruising speed for the vehicle; sensing the main section of theguideway system to verify the presence the gap in traffic flow afteracceleration of the vehicle has begun but before the vehicle reaches themain section; providing guidance instructions to the vehicle using thecomputer control system so as to route the vehicle to the merge point onthe main section if the vehicle will reach the merge point at the sametime as the gap in traffic flow; and providing speed instructions to thevehicle using the computer control system so as to cause the vehicle touse the engine to maintain the desired cruising speed on the mainsection of the guideway system.